Autonomous unmanned sailing vessel

ABSTRACT

An unmanned, autonomous, ocean-going vessel including a primary hull and a rigid wing rotationally coupled with the primary hull that freely rotates about a rotational axis. At least one of the primary hull and the rigid wing includes at least one selectively floodable compartment configured to selectively flood to submerge the primary hull and at least a portion of the rigid wing. The vessel further includes at least one controller configured to maintain a desired heading. The vessel further includes a control surface element configured to aerodynamically control a wing angle of the rigid wing based on a force exerted by wind on the control surface element. The vessel further includes a rudder. The at least one controller is further configured to determine a rudder position and generate a signal to position the rudder. The vessel further includes a keel coupled with the primary hull.

CROSS-REFERENCE TO RELAYED APPLICATIONS; BENEFIT CLAIM

This application claims the benefit as a Continuation of applicationSer. No. 14/682,732, filed Apr. 9, 2015 which is a Continuation ofapplication Ser. No. 13/802,735, filed Mar. 14, 2013, now issued U.S.Pat. No. 9,003,986, the entire contents of which is hereby incorporatedby reference as if fully set forth herein, under 35 U.S.C. §120. Theapplicant(s) hereby rescind any disclaimer of claim scope in the parentapplication(s) or the prosecution history thereof and advise the USPTOthat the claims in this application may be broader than any claim in theparent application(s).

BACKGROUND OF THE INVENTION

1. Field of the Invention

Embodiments of the invention described herein pertain to the field ofautonomous vehicles. More particularly, but not by way of limitation,one or more embodiments of the invention enable an autonomous unmannedsailing vessel.

2. Description of the Related Art

The demand for autonomous and unmanned vehicles has increased. Unmanned,autonomous vehicles have been developed with varying degrees of successon different terrain, such as land, surface streets, and even space.However, the development of technologies for unmanned autonomous oceanvehicles has been limited. The Microtransat challenge to be the firstfully autonomous boat to cross the Atlantic has yet to be completed. Asof filing, the published record distance achieved by an autonomoussailing vessel is a mere 78.9 nautical miles. See Quick, Darren, “Fullyautonomous ASV Roboat to make world record attempt,” Gizmag.com, May 15,2012, Available athttp://www.gizmag.com/asv-roboat-fully-autonomous-sailboat-to-make-world-record-attempt/22559/.

Conventional techniques for open ocean research, exploration,monitoring, and other data gathering applications are cost prohibitive.One method is to deploy or charter ships capable of staying out at seafor the duration required. The expense of operating a manned vessel ishigh, especially if the operation involves an extended duration,distance from land, or potentially rough conditions. Another method isto deploy one or more buoys. However, the complexity and cost ofinstalling a buoy at a deep water location is high. Therefore, the useof buoys is typically restricted to shallow ocean regions. Remoteimaging is another method that may be used to observe the ocean.However, only limited data is observable using imaging techniques.

One constraint on the distance any vessel can cover is the availabilityof power. An ocean vehicle must carry, generate or otherwise harness allthe power it consumes during a trip away from land. Another constraintis the ability to navigate rough ocean conditions. This is particularlytrue for wind powered vessels given the particularly dangerousconditions of the sea surface.

Despite the desirability of an unmanned autonomous sailing vesselcapable of long-distance ocean travel for environmental, military,monitoring, scientific, research and other activities, attempts todevelop the technology have not been successful. To overcome theproblems and limitations described above, there is a need for anautonomous unmanned sailing vessel as described herein.

BRIEF SUMMARY OF THE INVENTION

The following simplified summary is provided in order to give a basicunderstanding of some aspects of the autonomous unmanned sailing vesseldescribed herein. This summary is not an extensive overview and is notintended to identify key or critical elements or to delineate the scopeof the invention.

One or more embodiments of the autonomous unmanned sailing vesseldescribed herein are directed to an unmanned, autonomous, ocean-goingvessel.

The unmanned, autonomous, ocean-going vessel includes a primary hullwith a primary axis. In one embodiment, the primary hull has a narrowbow with reduced buoyancy.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes a first outrigger hull configured to provide a first additionalrighting moment when the primary hull is rotated in a first directionabout its primary axis and a second outrigger hull configured to providea second additional righting moment when the primary hull is rotated ina second direction about its primary axis. The ballast is sufficient topassively right the primary hull from any position given the firstadditional righting moment and the second additional righting moment.

The unmanned, autonomous, ocean-going vessel further includes a rigidwing rotationally coupled with the primary hull. The rigid wing freelyrotates about a rotational axis of the rigid wing. The rotational axismay be selected to statically balance the rigid wing with respect to therotational axis of the rigid wing.

The unmanned, autonomous, ocean-going vessel further includes acontroller configured to maintain a desired heading.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes a control surface element configured to aerodynamically controla wing angle of the rigid wing based on a force exerted by wind on thecontrol surface element. The control surface element may be disposed onthe rigid wing toward a trailing edge of the rigid wing. In oneembodiment, the control surface element is disposed on a tail, where therigid wing is coupled with a boom with a first end and a second end. Thesecond end of the boom is coupled with the tail and extends from atrailing edge of the rigid wing. The first end of the boom may extendfrom a leading edge of the rigid wing, and may be coupled with acounterweight configured to dynamically balance the rigid wing, the boomand the tail with respect to the rotational axis of the rigid wing.

The controller may be configured to determine a control surface angleand generate a signal to position the control surface element based onthe control surface angle. In one embodiment, the controller is furtherconfigured to calculate a plurality of control surface angles in realtime during navigation to at least one waypoint location. The controllermay be further configured to generate a plurality of signals to positionthe control surface element based on the plurality of control surfaceangles.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes a rudder. In one embodiment, the rudder includes a rudder tab,and the rudder position corresponds to a rudder tab position.

The controller may be further configured to determine a rudder positionand generate a signal to position the rudder to the rudder position. Inone embodiment, the controller is further configured to periodicallydetermine an updated rudder position and generate a signal to positionthe rudder to the updated rudder position.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes a keel coupled with the primary hull at a first end of thekeel. The keel includes ballast sufficient to provide a positiverighting moment sufficient to cause said primary hull to passively rightfrom any position.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes a wireless communication device with an antenna, where thecontroller is further configured to obtain the at least one waypointlocation from the wireless communication device. The wirelesscommunication device may be further configured to transmit datagenerated by the controller based on at least one device coupled withthe controller.

In one embodiment, the primary hull includes at least one fully sealedcompartment and at least one partially sealed compartment positionedabove the at least one fully sealed compartment. The at least onepartially sealed compartment is positioned above the water line when theprimary hull is positioned within normal operating range. The at leastone partially sealed compartment includes at least one drain positionedto allow substantially complete drainage of the at least one partiallysealed compartment when the primary hull is positioned within normaloperating range.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes at least one payload bay. The at least one payload bay may bedisposed on the primary hull.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes a lower bulb coupled with a second end of the keel and a secondend of the rudder, where the first end of the rudder is coupled with theprimary hull, and where the lower bulb is negatively buoyant.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes a lower bulb coupled with a second end of the keel and a firstend of the rudder, where a second end of the rudder extends from thelower bulb, and where the lower bulb is negatively buoyant.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes at least one buoyant wing compartment, where at least one ofthe primary hull and the rigid wing includes at least one sealedcompartment configured to selectively flood to submerge the primary hulland the rigid wing, leaving the at least one buoyant wing compartmentabove the water line.

In one embodiment, the unmanned, autonomous, ocean-going vessel furtherincludes at least one power source coupled with the controller, wherethe at least one power source includes at least one solar panel coupledwith at least one battery.

In one embodiment, the controller is further configured to estimate awind direction based on a compass reading, the wing angle, the controlsurface angle and an estimated sailing model generated by thecontroller.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other aspects, features and advantages of the inventionwill be more apparent from the following more particular descriptionthereof, presented in conjunction with the following drawings wherein:

FIG. 1 illustrates a perspective view of an embodiment of an autonomousunmanned sailing vessel in accordance with one or more embodiments ofautonomous unmanned sailing vessels described herein.

FIG. 2 illustrates a perspective view of an embodiment of an autonomousunmanned sailing vessel in accordance with one or more embodiments ofautonomous unmanned sailing vessels described herein.

FIG. 3 illustrates a system diagram in accordance with one or moreembodiments of autonomous unmanned sailing vessels described herein.

FIG. 4 illustrates a see-through cutaway view of an embodiment of aprimary hull in accordance with one or more embodiments of autonomousunmanned sailing vessels described herein.

FIG. 5 illustrates a side view of an embodiment of an autonomousunmanned sailing vessel in accordance with one or more embodiments ofautonomous unmanned sailing vessels described herein.

FIGS. 6A-6C illustrate embodiments of control surface elements inaccordance with one or more embodiments of autonomous unmanned sailingvessels described herein.

FIGS. 7A-7D illustrate front views of embodiments of autonomous unmannedsailing vessels in accordance with one or more embodiments of autonomousunmanned sailing vessels described herein.

FIGS. 8A-8B illustrate embodiments of autonomous unmanned sailingvessels in accordance with one or more embodiments of autonomousunmanned sailing vessels described herein.

FIG. 9 illustrates a flowchart of a method for controlling an autonomousunmanned sailing vessel in accordance with one or more embodiments ofautonomous unmanned sailing vessels described herein.

FIGS. 10A-B illustrate flowcharts of methods for controlling anautonomous unmanned sailing vessel in accordance with one or moreembodiments of autonomous unmanned sailing vessels described herein.

DETAILED DESCRIPTION

An autonomous unmanned sailing vessel will now be described. In thefollowing description, numerous specific details are set forth in orderto provide a more thorough understanding of embodiments of theinvention. It will be apparent, however, to a person of ordinary skillthat the present invention may be practiced without incorporating allaspects of the specific details described herein. In other instances,specific features, quantities, or measurements well known to those ofordinary skill in the art have not been described in detail so as not toobscure the invention. Readers should note that although examples of theinvention are set forth herein, the claims, and the full scope of anyequivalents, are what define the metes and bounds of the invention.Furthermore, a person of ordinary skill in the art will recognize thatmethods and processes described herein may be performed in a differentorder, in series, in parallel, and/or in a multi-threaded environmentwithout departing from the spirit or the scope of the invention.

FIG. 1 illustrates a perspective view of an embodiment of an autonomousunmanned sailing vessel in accordance with one or more embodiments ofautonomous unmanned sailing vessels described herein. Autonomous sailingvessel 100 includes primary hull 102.

Primary hull 102 is associated with a primary axis running from bow 104to stern 106. More specifically, autonomous sailing vessel 100 mayrotate about the primary axis of primary hull 102 when an applied torquemoves autonomous sailing vessel 100 from an upright position.

In one embodiment, primary hull 102 has a narrow bow 104 with reducedbuoyancy, allowing primary hull 102 to break through at least a topportion of a wave due to the properties of bow 104.

Autonomous sailing vessel 100 further includes rigid wing 108. Rigidwing 108 is rotationally coupled with primary hull 102 such that rigidwing 108 freely rotates along a rotational axis of rigid wing 108. Therotational axis of rigid wing 108 may be selected to statically balancerigid wing 108 with respect its rotational axis.

More generally, rigid wing 108 and/or any component coupled with rigidwing 108 (e.g. any counterweight, tail, control surface element, boom,sensor/s, communication device/s, power source, wiring, or any othercomponent coupled with rigid wing 108) may be statically and/ordynamically balanced with respect to the rotational axis of rigid wing108.

In one embodiment, rigid wing 108 is the primary propulsion system ofautonomous sailing vessel 100. Autonomous sailing vessel 100 may derivesubstantially all of its propulsion from wind power.

In one embodiment, rigid wing 108 is removably coupled with primary hull102, such as to facilitate transportation, repair, storage, or any otherfunction.

Autonomous sailing vessel 100 further includes control surface element110. Control surface element 110 is configured to aerodynamicallycontrol a wing angle of rigid wing 108 based on a force exerted by windon control surface element 110. In one embodiment, control surfaceelement 110 is configured to control a wing angle of rigid wing 108 withrespect to the wind. More specifically, control surface element 110reacts to the flow of the wind to control the wing angle of freelyrotating rigid wing 108, thereby controlling the amount of liftproduced.

In one embodiment, control surface element 110 may be positioned inthree distinct positions: a first maximum angle, a second maximum angle,and a neutral angle. When the control surface element angle is set tothe first maximum angle, control surface element 110 positions rigidwing 108 at a first wing angle relative to the wind that creates lift ina first lift direction perpendicular to the direction of the wind. Whenthe control surface element angle is set to the second maximum angle,control surface element 110 positions rigid wing 108 a second wing anglerelative to the wind that creates lift in a second lift directionopposite to the first lift direction. When the control surface elementangle is set to the neutral angle, substantially no lift is created. Thefirst maximum angle and the second maximum angle may be selected tomaximize lift.

Although not identical to traditional sailing, changing the controlsurface element angle between the first maximum angle and the secondmaximum angle is at least partially analogous to tacking and jibing. Nolift may be desired in certain circumstances, such as when excessivewind is encountered or when substantially no motion is desired.

In an alternate embodiment, control surface element 110 may bepositioned at any angle between the first maximum angle and the secondmaximum angle. When the control surface element angle is set to aneutral angle located between the first maximum angle and the secondmaximum angle, substantially no lift is created. As the wing angle ismoved from the neutral angle to the first maximum angle, the liftgenerated in the first lift direction is increased. As the wing angle ismoved from the neutral angle to the second maximum angle, the liftgenerated in the second lift direction is increased.

A controller may be configured to determine a control surface angleassociated with a desired direction of travel determined by thecontroller and generate a signal to position control surface element 110based on the determined control surface angle.

Autonomous sailing vessel 100 further includes tail 112. In autonomoussailing vessel 100, control surface element 110 is disposed on tail 112,and tail 112 is coupled with rigid wing 108 via 114 to aerodynamicallycontrol a wing angle of rigid wing 108. Although one possibleconfiguration for aerodynamically controlling the angle of rigid wing108 is shown in FIG. 1, other configurations for the control surfaceelement may be used to control the angle of a rigid wing withoutdeparting from the spirit or the scope of the invention, including butnot limited to the configurations shown in FIGS. 6A-6C.

Autonomous sailing vessel 100 further includes keel 120. Keel 120 iscoupled with primary hull 102 at a first end. In one embodiment, keel120 is removably coupled with primary hull 102, such as to facilitatetransportation, repair, storage, or any other function. As shown, keel120 is coupled to primary hull 102, but one or more keels may be coupledwith any underwater surface of autonomous sailing vessel 100 withoutdeparting from the spirit or the scope of the invention.

Keel 120 includes sufficient ballast to provide a positive rightingmoment when primary hull 102 is rotated to any angle about its primaryaxis. In particular, keel 120 includes sufficient ballast to passivelyright autonomous sailing vessel 100 from any position, including anyposition outside of normal operating range. Suitable ballast may includelead, concrete, iron or any other high-density material suitable for useas ballast.

As used herein, the term “normal operating range” refers to anyorientation of the primary hull where the rigid wing is capable ofgenerating lift.

As used herein, the term “positive righting moment” refers to any torquetending to restore a vessel to an upright position. Buoyantcompartments, such as sealed dry compartments, may provide positiverighting moment depending on the orientation of the vessel relative tothe buoyant compartment. However, depending on the rotation of the hullof a vessel, a buoyant compartment may prevent righting of the hull ofthe vessel.

Autonomous sailing vessel 100 further includes outrigger hulls 116-118.Autonomous sailing vessel 100 is shown with two outrigger hulls 116-118.Although two outrigger hulls are shown in FIG. 1, other configurationswith zero, one, or more outrigger hulls may be used without departingfrom the spirit or the scope of the invention, including but not limitedto autonomous sailing vessel 200 shown in FIG. 2. FIG. 2 illustrates aperspective view of an embodiment of an autonomous unmanned sailingvessel in accordance with one or more embodiments of autonomous unmannedsailing vessels described herein.

In one embodiment, outrigger hulls 116-118 are positioned above a waterline when autonomous sailing vessel 100 is in a fully upright position.Outrigger hulls 116-118 may fully or partially submerge when autonomoussailing vessel 100 is in normal operating range. Outrigger hulls 116-118are configured to provide positive righting moment in normal operatingrange, specifically when they are fully or partially submerged. Forexample, first outrigger hull 116 may be configured to provide a firstadditional righting moment when primary hull 102 is rotated in a firstdirection that causes first outrigger hull 116 to submerge, and secondoutrigger hull 118 may be configured to provide a second additionalrighting moment when primary hull 102 is rotated in a second directionthat causes second outrigger hull 118 to submerge.

In one embodiment, keel 120 includes sufficient ballast to account forthe additional righting moments provided by outrigger hulls 116-118,causing autonomous sailing vessel 100 to passively right from anyposition, including any position outside of normal operating range.Specifically, keel 120 may include sufficient ballast to account fornegative righting moments of outrigger hulls 116-118 when autonomoussailing vessel is outside of normal operating range, such as whenautonomous sailing vessel is in a capsized position.

Autonomous sailing vessel 100 further includes rudder 122. Rudder 122 isconfigured to control a direction of movement of primary autonomoussailing vessel 100 through the water. As shown, rudder 122 is coupled toprimary hull 102, but one or more rudders may be coupled with anyunderwater surface of autonomous sailing vessel 100 without departingfrom the spirit or the scope of the invention.

Rudder 122 may include rudder tab 124. Rudder tab 124 is a positionablecomponent of rudder 122. In one embodiment, rudder 122 is removablycoupled with primary hull 102, such as to facilitate transportation,repair, storage, or any other function.

A controller may be configured to determine a rudder position associatedwith a desired direction of travel determined by the controller andgenerate a signal to position rudder 122 based on the determined rudderposition. In one embodiment, the rudder includes a positionable ruddertab 124, and the determined rudder position corresponds to a rudder tabposition.

Autonomous sailing vessel 100 further includes at least one solar panel126-128. Solar panels 126-128 may be configured to charge one or morepower sources for one or more systems of autonomous sailing vessel 100.In one embodiment, solar panels 126-128 may be configured to directlypower one or more systems of autonomous sailing vessel 100.

Autonomous sailing vessel 100 further includes at least onecommunication device 130-132. One or more communication devices 130-132may be disposed outside of, within, or partially within autonomoussailing vessel 100, including but not limited to primary hull 102,outrigger hulls 116-118, boom 114, tail 112, rigid wing 108, or anyother component of autonomous sailing vessel 100. In one or morepreferred embodiments, transmission devices associated withcommunication devices 130-132 are above the water line when autonomoussailing vessel 100 is in normal operating range. However, one or moretransmission devices associated with communication devices 130-132 maybe positioned below the water line in normal operating range withoutdeparting from the spirit or the scope of the invention.

FIG. 3 illustrates a system diagram in accordance with one or moreembodiments of autonomous unmanned sailing vessels described herein.System 300 includes controller 302. Controller 302 is configured toobtain and/or maintain a desired heading of an unmanned sailing vessel.In one embodiment, controller 302 may be configured to obtain one ormore waypoints and navigate an unmanned sailing vessel to the one ormore waypoints without additional communication to direct navigation. Asused herein, the term “waypoint” refers to any data containing ageographic location. Additionally, controller 302 may be configured toobtain one or more paths and navigate the one or more paths withoutadditional communication to direct navigation.

In one embodiment, controller 302 may further be configured to handleone or more obstacles, including weather, unauthorized areas, othervessels, or any other obstacle or danger. The obstacles may beidentified by one or more sensors 320. Alternatively, information aboutthe obstacles may be received via one or more communication device 340.

System 300 further includes at least one power source 304. Power source304 may include one or more power sources, such as battery 306 and solarpanel 308. Power source 304 is configured to power controller 302. Powersource 304 may further be configured to power one or more mechanicalcomponents, such as control surface element actuator 310 and rudderactuator 312. In a preferred embodiment, power source 304 includes atleast one solar panel 308 configured to charge at least one rechargeablebattery 306, where the battery 306 is configured to power controller302, control surface element actuator 310 and rudder actuator 312. Inone or more embodiments, battery 306 is further configured to power atleast one of sensors 320 and/or communication devices 340.Alternatively, at least one of sensors 320 and/or communication devices340 may be powered by another power source.

System 300 further includes control surface element actuator 310.Control surface element actuator 310 is configured to position thecontrol surface element based on a signal received from controller 302.Control surface element actuator 310 may include any combination ofelectronic and/or mechanical elements capable of repositioning thecontrol surface element, including but not limited to motors, gears,belts, rods, and any other component.

System 300 further includes rudder actuator 312. Rudder actuator 312 isconfigured to position the rudder based on a signal received fromcontroller 302. In one embodiment, rudder actuator 312 is specificallyconfigured to position a rudder tab component of the rudder. Rudderactuator 312 may include any combination of electronic and/or mechanicalelements capable of repositioning the control surface element, includingbut not limited to motors, gears, belts, rods, and any other component.

System 300 further includes one or more sensors 322-332 (collectively,sensors 320). Sensors 320 may include one or more sensors capable ofcollecting data. As used herein, the term “sensor” refers to any devicecapable of collecting and/or receiving data. In one embodiment, sensors320 include one or more devices capable of receiving one-waycommunications, such as GPS receiver 322. Sensors 320 may furtherinclude compass 324, wing angle sensor 326, accelerometer 328, otherinstruments relating to navigation, other instruments relating to vesseloperation and/or vessel state, environmental sensors such astemperature, moisture, chemical or any other environmental sensor, orany other device capable of collecting and/or receiving data.

In one embodiment, sensors 320 include one or more devices included aspayload, which may be positioned fully within, partially within orexternal to one or more payload bays.

Sensors 320 may be communicatively coupled with controller 302, such asvia a wire, circuit or another electronic component. Sensors 320 mayalso communicate wirelessly with controller 302. In one embodiment, oneor more of sensors 320 are not communicatively coupled with controller302. For example, sensors not communicatively coupled with controller302 may be communicatively coupled with one or more of an independentcontroller, a communication device (e.g. communication devices 340), alogging device, or any other device capable of utilizing data collectedby the sensor.

System 300 further includes one or more communication devices 342-350(collectively, communication devices 340). As used herein, the term“communication device” refers to any device capable of transmittingdata, including one-way devices capable of transmission only as well asdevices capable of both transmitting and receiving data. In oneembodiment, communication devices 340 include one or more devicescapable of two-way communication, such as satellite device 342, radiodevice 344, wireless device 346, or any other communication device.

Communication devices 340 may be communicatively coupled with controller302, such as via a wire, circuit or another electronic component.Communication devices 340 may also communicate wirelessly withcontroller 302, such as via wireless device 346 or another wirelessdevice coupled with controller 302. In one embodiment, one or more ofcommunication devices 340 are not communicatively coupled withcontroller 302. For example, communication devices not communicativelycoupled with controller 302 may be communicatively coupled with one ormore of an independent controller, a sensor (e.g. sensors 320), alogging device, or any other device capable of utilizing a communicationdevice.

In one embodiment, at least one of communication devices 340 isconfigured to transmit data generated by controller 302 based on atleast one of sensors 320.

In one embodiment, controller 302 is configured to obtain at least onewaypoint location from any of communication devices 340, preferably butnot limited to satellite device 342.

In one embodiment, a payload unit includes at least one of anindependent controller, an independent power source, an independentpayload sensor, an independent payload communication device, and/or anindependent logging device.

In one embodiment, controller 302 is configured to determine andmaintain a desired heading. The desired heading is determined byobtaining sensor information. Controller 302 may use any informationreceived from sensors 320 to determine the desired heading, includingbut not limited to information from environmental sensors, navigationinstruments, and sensors relating to vessel operation and/or vesselstate. In one embodiment, controller 302 is configured to estimate thewind direction based on a compass reading from compass 324 and a rigidwing angle from wing angle sensor 326. Based on the sensor information,controller 302 determines a control surface angle and a rudder positionrequired to maintain the desired heading. Controller 302 transmitssignals to control surface element actuator 310 and rudder actuator 312based on the determined control surface angle and rudder position.

Controller 302 may periodically obtain updated sensor information andupdate the control surface element angle and/or rudder position. In oneembodiment, the rudder position is updated between about 100 times asecond and about one time a minute. More specifically, the rudderposition may be updated between about 60 times a second and about 10times second. In one embodiment, the control surface element angle canbe selected from a first maximum angle, a second maximum angle, and aneutral angle, and is updated when there is a change in desired headingacross the direction of the wind or when little to no lift is desired.In another embodiment, the control surface element angle is continuousbetween the first maximum angle and the second maximum angle, and thecontrol surface element angle is updated periodically.

Controller 302 may be configured to calculate a plurality of controlsurface angles in real time navigation, generate a plurality of signals,and transmit the plurality of signals to control surface elementactuator 310 to cause control surface element actuator 310 to positionthe control surface element based on the plurality of control surfaceangles.

FIG. 4 illustrates a see-through cutaway view of an embodiment of aprimary hull in accordance with one or more embodiments of autonomousunmanned sailing vessels described herein. Hull 400 is a hull of anautonomous sailing vessel. In one embodiment, hull 400 is a primary hullof an autonomous sailing vessel.

In one embodiment, hull 400 includes at least one fully sealedcompartment 402. Fully sealed compartment 402 may be a sealed chambersubstantially free of any solid or liquid inside the chamber.Alternatively, fully sealed compartment 402 may be a solid buoyantmaterial that is substantially impenetrable by water, such as aclosed-cell foam or any other suitable buoyant material.

In one embodiment, the at least one fully sealed compartment 402includes a selectively floodable compartment. One or more selectivelyfloodable compartments may also be located in the rigid wing of theautonomous sailing vessel, in addition to or in replacement of theselectively floodable compartment in hull 400. When the one or moreselectively floodable compartments are flooded, the autonomous sailingis partially or substantially lowered below the water line. Thecontroller may be configured to generate the signal to lower theautonomous sailing vessel under one or more conditions, such as when astealth mode is desired, when weather conditions at the sea surface posea threat to the autonomous sailing vessel, or under any other conditionwhere lowered buoyancy is suitable. When a controller generates a signalto lower the autonomous sailing vessel, the one or more selectivelyfloodable compartments unseal to fill with water, reducing the buoyancyof the autonomous sailing vessel to the desired level.

In one embodiment, hull 400 further includes at least one partiallysealed compartment 404. In one embodiment, partially sealed compartment404 is positioned above fully sealed compartment 402. Partially sealedcompartment 404 is positioned above the water line when the autonomoussailing vessel is positioned within normal operating range.

In one embodiment, hull 400 further includes at least one drain 406-408.Drains 406-408 are positioned to allow substantially complete drainageof partially sealed compartment 404 when the autonomous sailing vesselis positioned within normal operating range. For example, one or moredrains 406-408 may be disposed at a low point of hull 400. Thepositioning of the one or more drains 406-408 may take into account anyrotation of hull 400, such as rolling and/or pitching of hull 400.

In one embodiment, hull 400 further includes at least one hatch 410.Hatch 410 is a fully or partially removable hull component configured toallow access to an interior of hull 400. The interface between hatch 410and hull 400 may include a watertight seal. Alternatively, the interfacebetween hatch 410 and hull 400 is not watertight, and water that entershull 400 from the interface exits through drains 406-408 when theautonomous sailing vessel is positioned within normal operating range.

In one embodiment, hull 400 further includes at least one payload bay412. Payload bay 412 may be a fully sealed or partially sealedcompartment of hull 400. Payload bay 412 is configured to hold one ormore of equipment, sensors, monitoring devices, communication devices,weapons, or any other device suitable for placing in a payload baydisposed in lower hull 400. In one embodiment, payload bay 412 includesat least one outlet configured to allow at least a portion of a piece ofequipment, sensor, monitoring device, communication device, weapon, orany other device to access an exterior of hull 400, e.g. to access airand/or water, including ocean water. Outlet 414 may include or omit awatertight seal.

In one embodiment, outlet 414 is configured to allow a water levelwithin payload bay 412 to naturally rise to an equilibrium level,filling at least a portion of payload bay 412 when the autonomoussailing vessel is positioned within normal operating range. Water thatescapes payload bay 412 may exit hull 400 through one or more drains406-408.

In one embodiment, payload bay 412 includes at least one payload baycover. The interface between hatch 410 and hull 400 may include or omita watertight seal.

In one embodiment, a controller is located within hull 400, such aswithin a fully sealed compartment 402 or within a waterproof enclosurepositioned within a partially sealed compartment 404 of hull 400.

FIG. 5 illustrates a side view of an embodiment of an autonomousunmanned sailing vessel in accordance with one or more embodiments ofautonomous unmanned sailing vessels described herein. A primary axis 502of autonomous sailing vessel 500 and a rotational axis 504 of a rigidwing of autonomous sailing vessel 500 is shown. The rigid wing isrotationally coupled with a hull of autonomous sailing vessel 500 atrotational joint 506 such that the rigid wing freely rotates aboutrotational axis 504. The rigid wing and any component coupled with andconfigured to rotate with the rigid wing may be statically and/ordynamically balanced with respect to rotational axis 504.

FIGS. 6A-6C illustrate embodiments of control surface elements inaccordance with one or more embodiments of autonomous unmanned sailingvessels described herein. FIG. 6A illustrates an embodiment of a wingassembly in accordance with one or more embodiments of autonomousunmanned sailing vessels described herein. Wing assembly 600 includesrigid wing 602. Control surface element 604 is disposed on tail 606.

A controller may be configured to determine a control surface angleassociated with a desired direction of travel determined by thecontroller and generate a signal to position control surface element 604based on the control surface angle. Tail 606 may be coupled with rigidwing 602 by boom 608. Rigid wing assembly 600 may be dynamicallybalanced with respect to the rotational axis of rigid wing 602. In oneembodiment, the first end of boom 608 extends from a leading edge ofrigid wing 602 and is coupled with a counterweight configured todynamically balance rigid wing assembly 600 with respect to therotational axis of rigid wing 602. The second end of boom 608 extendsfrom a trailing edge of rigid wing 602 and is coupled with tail 606.

FIG. 6B illustrates an embodiment of a wing assembly in accordance withone or more embodiments of autonomous unmanned sailing vessels describedherein. Wing assembly 620 includes rigid wing 622. In one embodiment,control surface element 624 is directly coupled with rigid wing 622 byboom 628. Control surface element 624 is configured to aerodynamicallycontrol a wing angle of rigid wing 622 based on a force exerted by windon control surface element 624. A controller may be configured todetermine a control surface angle associated with a desired direction oftravel determined by the controller and generate a signal to positioncontrol surface element 624 based on the control surface angle. Rigidwing assembly 620 may be dynamically balanced with respect to therotational axis of rigid wing 622. In one embodiment, the first end ofboom 628 extends from a leading edge of rigid wing 622 and is coupledwith a counterweight configured to dynamically balance rigid wingassembly 620 with respect to the rotational axis of rigid wing 622.

FIG. 6C illustrates an embodiment of a wing assembly in accordance withone or more embodiments of autonomous unmanned sailing vessels describedherein. Wing assembly 640 includes rigid wing 642. In one embodiment,control surface element 644 is disposed on rigid wing 642. Controlsurface element 644 may be disposed toward a trailing edge of rigid wing642. A controller may be configured to determine a control surface angleassociated with a desired direction of travel determined by thecontroller and generate a signal to position control surface element 644based on the control surface angle. Rigid wing assembly 640 may bedynamically balanced with respect to the rotational axis of rigid wing642.

FIGS. 7A-7D illustrate front views of exemplary autonomous unmannedsailing vessels in accordance with one or more embodiments of autonomousunmanned sailing vessels described herein. Although a tilt in thedirection of second outrigger hull 706 is not shown, in FIGS. 7B-7C, asymmetric effect will occur. In combination with one or more otherfeatures described herein, the self-righting configuration shown inFIGS. 7A-7D contribute to the ability of the autonomous sailing vesselto withstand rougher sea states, including the effects of wind, otherweather, waves, and/or swell, including the ability to return to aposition within the normal operating range.

In FIG. 7A, autonomous sailing vessel 700 is shown in fully uprightposition A. In one embodiment, first outrigger hull 706 and secondoutrigger hull 708 are positioned above the water line 702 whenautonomous sailing vessel 720 is in a fully upright position. Thepositive righting moments of primary hull 704 and keel 712 contribute tothe stability of autonomous sailing vessel 700 in fully upright positionA.

In FIG. 7B, autonomous sailing vessel 700 is shown in position B.Position B is within the normal operating range of autonomous sailingvessel 700. Autonomous sailing vessel 700 is rotated about a primaryaxis of primary hull 704 in the direction of first outrigger hull 706.First outrigger hull 706 is partially submerged and generating apositive righting moment, while second outrigger hull 708 remains abovethe water line 702. The positive righting moments of primary hull 704,first outrigger hull 706 and keel 712 contribute to the stability ofautonomous sailing vessel 700 in position B.

In FIG. 7C, autonomous sailing vessel 700 is shown in position C.Position C is within the normal operating range of autonomous sailingvessel 700. Compared to position B, autonomous sailing vessel 700 isfurther rotated about the primary axis of primary hull 704 in thedirection of first outrigger hull 706. First outrigger hull 706 is fullysubmerge and generating a positive righting moment, while secondoutrigger hull 708 remains above the water line 702. Because the entirevolume of first outrigger hull 706 is submerged, the upwards forcecaused by the buoyancy of first outrigger hull 706 is maximized. Thepositive righting moments of primary hull 704, first outrigger hull 706and keel 712 contribute to the stability of autonomous sailing vessel700 in position C.

In FIG. 7D, autonomous sailing vessel 700 is shown in capsized positionD, which is outside of the normal operating range of autonomous sailingvessel 700. Primary hull 704, first outrigger hull 706 and secondoutrigger hull 708 generate negative righting moments (i.e. capsizingmoments) that tend to cause autonomous sailing vessel 700 to remain incapsized position D. However, position D is inherently unstable becausekeel 712 includes ballast sufficient to provide a positive rightingmoment sufficient to passively right autonomous sailing vessel 700 fromany position, including position D and any other position outside ofnormal operating range. Keel 712 contains sufficient ballast to accountfor the negative righting moment of primary hull 704 as well as thenegative righting moments of first outrigger hull 706 and secondoutrigger hull 708 in position D. Therefore, positions outside of thenormal operating range of autonomous sailing vessel 700 are inherentlyunstable, while positions within the normal operating range areinherently stable.

FIGS. 8A-8B illustrate embodiments of autonomous unmanned sailingvessels in accordance with one or more embodiments of autonomousunmanned sailing vessels described herein.

FIG. 8A illustrates a partial view of an embodiment of an autonomoussailing vessel in accordance with one or more embodiments of autonomousunmanned sailing vessels described herein. Autonomous sailing vessel 800includes lower bulb 804. Keel 806 is coupled with primary hull 802 at afirst end and lower bulb 804 at a second end. Rudder 808 is coupled withprimary hull 802 at a first end and lower bulb 804 at a second end.Lower bulb 804 may be negatively buoyant and may provide and/orcontribute to a positive righting moment sufficient to restoreautonomous sailing vessel 800 to an upright position, including aposition within a normal operating range.

Lower bulb 804 may include one or more payload bays configured to holdone or more of equipment, sensors, monitoring devices, communicationdevices, weapons, or any other device suitable for placing in a payloadbay disposed in lower bulb 804. In one embodiment, lower bulb 804includes a housing configured to hold one or more of equipment, sensors,monitoring devices, communication devices, weapons, or any other device.Alternatively, the second end of keel 806 and the second end of rudder808 may be coupled directly with one or more of equipment, sensors,monitoring devices, communication devices, weapons, or any othersuitable device.

FIG. 8B illustrates a partial view of an embodiment of an autonomousvessel in accordance with one or more embodiments of autonomous unmannedsailing vessels described herein. Autonomous sailing vessel 820 includeslower bulb 824. Keel 826 is coupled with primary hull 822 at a first endand lower bulb 824 at a second end. Rudder 828 is coupled with lowerbulb 824 at a first end 830 and extends from lower bulb 804 at a secondend 832. Lower bulb 824 may be negatively buoyant and may provide and/orcontribute to a positive righting moment sufficient to restoreautonomous sailing vessel 822 to an upright operating position.

Lower bulb 824 may include one or more payload bays configured to holdone or more of equipment, sensors, monitoring devices, communicationdevices, weapons, or any other device suitable for placing in a payloadbay disposed in lower bulb 824. In one embodiment, lower bulb 824includes a housing configured to hold one or more of equipment, sensors,monitoring devices, communication devices, weapons, or any other device.Alternatively, the second end of keel 826 and the first end of rudder828 may be coupled directly with one or more of equipment, sensors,monitoring devices, communication devices, weapons, or any othersuitable device.

FIG. 9 illustrates a flowchart of a method for controlling an autonomousunmanned sailing vessel in accordance with one or more embodiments ofautonomous unmanned sailing vessels described herein. For example,process 900 may be performed in one or more computing devices, such asbut not limited to controller 302.

At block 902, a waypoint is obtained. The waypoint may be obtained bywireless communication, such as via a satellite communication, acellular communication, a WLAN communication, or any other wirelesscommunication. The waypoint may also be obtained from one or more localstorage devices. In one embodiment, a waypoint may be obtained byobtaining data from which a waypoint may be calculated, such as adistance or coordinate relative to another geographic location, such asanother waypoint, a current position, or any other geographic location.A sequence of waypoints to be visited may be obtained and/or stored. Inone embodiment, one or more waypoints may be calculated, such as toprovide a desired coverage of a predetermined area. For example, the oneor more waypoints may include locations where sampling, monitoring,testing, or any other operation is to be carried out. In one embodiment,continuous or periodic sampling, monitoring, testing, or any otheroperation is carried out over a path of navigation between two or morewaypoints.

At block 904, sensor information is obtained, including but not limitedto information from environmental sensors, navigation instruments, andsensors relating to vessel operation and/or vessel state.

At block 906, wind direction is determined based on sensor informationfrom one or more sensors. In one embodiment, the wind direction isestimated based on a compass reading and a rigid wing angle.

At block 908, a course is determined for navigating to the waypoint. Thecourse may include a series of control surface element changes along apath analogous to tacking and jibing in traditional sailing.

At block 910, a control surface angle is determined. In one embodiment,the control surface element angle can be selected from a first maximumangle, a second maximum angle, and a neutral angle, and is updated whenthere is a change in desired heading across the direction of the wind orwhen little to no lift is desired. In another embodiment, the controlsurface element angle is continuous between the first maximum angle andthe second maximum angle.

At block 912, a signal is generated to position the control surfaceelement based on the determined control surface angle.

At block 914, a rudder position is determined. The rudder position maycorrespond to the position of a rudder tab component of the rudder.

At block 916, a signal is generated to position the rudder based on thedetermined rudder position.

FIGS. 10A-B illustrate flowcharts of methods for controlling anautonomous unmanned sailing vessel in accordance with one or moreembodiments of autonomous unmanned sailing vessels described herein.

FIGS. 10A illustrates a flowchart of a method for controlling anautonomous unmanned sailing vessel in accordance with one or moreembodiments of autonomous unmanned sailing vessels described herein. Forexample, process 1000 may be performed in one or more computing devices,such as but not limited to controller 302.

At block 1002, sensor information is obtained. Previously processedsensor information may be used, as well as updated sensor information.

At decision block 1004, it is determined whether to change the controlsurface angle. The control surface angle may be updated periodically. Inone embodiment, the control surface angle is updated when there is achange in desired heading across the direction of the wind or whenlittle to no lift is desired. If it is determined that the controlsurface angle is not to be changed, processing returns to block 1002.Otherwise, processing continues to block 1006.

At block 1006, an updated control surface angle is determined.

At block 1008, a signal is generated to reposition the control surfaceelement based on the updated control surface angle.

FIGS. 10B illustrates a flowchart of a method for controlling anautonomous unmanned sailing vessel in accordance with one or moreembodiments of autonomous unmanned sailing vessels described herein. Forexample, process 1020 may be performed in one or more computing devices,such as but not limited to controller 302.

At block 1022, sensor information is obtained.

At decision block 1024, it is determined whether to change the rudderposition. The rudder position may be updated periodically. In oneembodiment, the rudder position is updated between about 100 times asecond and about one time a minute. More specifically, the rudderposition may be updated between about 60 times a second and about 10times second. If it is determined that the rudder position is not to bechanged, processing returns to block 1022. Otherwise, processingcontinues to block 1026.

At block 1026, an updated rudder position is determined. The rudderposition may correspond to the position of a rudder tab component of therudder.

At block 1028, a signal is generated to reposition the rudder based onthe updated rudder position. In one embodiment, the signal is generatedto reposition a rudder tab component of the rudder.

While the invention herein disclosed has been described by means ofspecific embodiments and applications thereof, numerous modificationsand variations could be made thereto by those skilled in the art withoutdeparting from the scope of the invention set forth in the claims.

What is claimed is:
 1. An unmanned, autonomous vessel comprising; aprimary hull; one or more sensors; a rigid wing rotationally coupledwith said primary hull, wherein the rigid wing freely rotates about arotational axis of the rigid wing; at least one controller configured tomaintain a desired heading; at least one sensor; a control surfaceelement configured to aerodynamically control a wing angle of the rigidwing based on a force exerted by wind on the control surface element; arudder, wherein the controller is further configured to determine arudder position and generate a signal to position the rudder to therudder position; and a keel coupled with the primary hull at a first endof the keel, wherein the keel comprises ballast sufficient to provide apositive righting moment sufficient to cause the primary hull topassively right from any position outside of normal operating range. 2.The unmanned, autonomous vessel of claim 1, wherein the at least onecontroller maintains the desired heading during navigation by: receivingdata from the at least one sensor; based on the data received from theat least one sensor, calculating a desired control surface angle basedon data from the at least one sensor; and generate a signals to positionthe control surface element based on the desired control surface angle.3. The unmanned, autonomous vessel of claim 2, wherein the datacomprises a compass reading and a wing angle; wherein calculating thedesired control surface angle comprises estimating a wind directionusing a sailing model, the compass reading, the wing angle, and acurrent control surface angle.
 4. The unmanned, autonomous vessel ofclaim 1, further comprising: a first outrigger hull configured toprovide a first additional righting moment when the primary hull isrotated in a first direction about its primary axis; and a secondoutrigger hull configured to provide a second additional righting momentwhen the primary hull is rotated in a second direction about its primaryaxis, wherein the ballast is sufficient to passively right the primaryhull from any position given the first additional righting moment andthe second additional righting moment.
 5. The unmanned, autonomousvessel of claim 1, wherein the at least one sensor comprises one or moreenvironmental sensors.
 6. The unmanned, autonomous vessel of claim 1,wherein the at least one sensor comprises one or more of a compass and aGPS receiver, a wing angle sensor and an accelerometer.
 7. The unmanned,autonomous vessel of claim 1, wherein the at least one sensor comprisesone or more of a temperature sensor and a moisture sensor.
 8. Theunmanned, autonomous vessel of claim 1, wherein the at least one sensorcomprises one or more chemical sensors.
 9. The unmanned, autonomousvessel of claim 1, wherein the at least one sensor comprises one or moresensors that are communicatively coupled with a logging deviceconfigured to store data collected by the one or more sensors.
 10. Theunmanned, autonomous vessel of claim 1, further comprising at least onecommunication device communicatively coupled with one or more sensors ofthe at least one sensor, wherein the at last one communication device isconfigured to transmit data collected by the one or more sensors. 11.The unmanned, autonomous vessel of claim 1, further comprising one ormore communication devices capable of two-way communication including atleast one of: a satellite device, a radio device, and a wireless device.12. The unmanned, autonomous vessel of claim 1, wherein the controlleris configured to respond to one or more obstacles comprising at leastone of weather, unauthorized areas, and other vessels.
 13. The unmanned,autonomous vessel of claim 12, wherein the controller is furtherconfigured to detect the one or more obstacles based on data from one ormore sensors of the at least one sensor.
 14. The unmanned, autonomousvessel of claim 1, further comprising: a payload bay configured toreceive a payload device; and a payload unit positioned at leastpartially in the payload bay.
 15. The unmanned, autonomous vessel ofclaim 14, wherein the payload device comprises at least one ofequipment, sensors, monitoring devices, communication devices andweapons.
 16. The unmanned, autonomous vessel of claim 14, wherein thepayload bay includes at least one outlet that allows at least a portionof the payload device to access at least one of air or water, whereinthe portion of the payload device comprises a sensor.
 17. The unmanned,autonomous vessel of claim 14, further comprising a lower bulb coupledwith a second end of the keel and a second end of the rudder, whereinthe first end of the rudder is coupled with the primary hull, whereinthe lower bulb comprises the payload bay.
 18. The unmanned, autonomousvessel of claim 1, wherein the control surface element is disposed on atail, wherein the rigid wing is coupled with a boom comprising a firstend and a second end, wherein the second end of the boom extends from atrailing edge of the rigid wing, and wherein the second end of the boomis coupled with the tail.
 19. The unmanned, autonomous vessel of claim18, wherein the first end of the boom extends from a leading edge of therigid wing, and wherein the first end of the boom is coupled with acounterweight configured to dynamically balance the rigid wing, the boomand the tail with respect to the rotational axis of the rigid wing. 20.The unmanned, autonomous vessel of claim 1, wherein the rotational axisis selected to statically balance the rigid wing with respect to therotational axis of the rigid wing.